Carburetor



April 5, 1927;

Y 1,623,683 J. T. JENNINGS cARBUREToR.

Filed Dec. '1.922 2 Sheets-Sheet 1 AO-4 .50 j

April 5 1927. 41,623,683

J. T. JENNINGS CARBURETOR Filed nec. 4', 1922 2 Sheets-Sheet 2 Patented vApr. 5, 1927.

JOHN T. JENNINGS, 0F BIRMINGHAM, NGLAND.

CAIR'B'U'RETUR.k

Application med December 4, 1922, seriai No.

Y This invention` relates to carburetors and has `for its main object to provide a carburetor which Will operate automatically to adjust the strength ofmixture.provided to suit the needs of the engine.

Referring to the drawings Figure l is a vertical section showing one method of carrying the invention into effect.

Figure 2 is a 'cross section taken through the air valve on line 22 in Figure l.

Figure 3 is a horizontal section taken through the main throttle valve on line 3--3 in Figure 1. l Figure 4 is a vertical part section and part elevation showing another arrangement of main and primary throttles. n

Figure 5 is a horizontal section on line 5-5 in Figure 4.

`Figure 6 is a vertical section of another arrangement with the air valve omitted, and

showing in` full lines the throttle valve in `its fully open position and in dotted lines the throttle valve inits nearly closed position.

Figure 7 is asectional end view upon line 77 in Figure. Figure V8 is a plan view of the Venturi .tn-be `shown inFigure 6. f

FigurexQis a horizontal section on line 9-9 in Figure 6.

Figure 1f() is an external view of the underside of the main throttle valve shown in Figure 6. i x n Figure 11 is an externalside -view showing the means employed for locking the primary regulator. Y

Figure 12 is an end view of the apparatus -shovvnin Figure-11. y f Figure 13 i-s .an external view of the underside of `:t'hefmain throttle valve shown in Figures land 3. Y

eferring to the construction shown in Figures 1, 2 and 3, upon the inlet side of the `main throttle valve k1 is provided a passage v2 for the main .airxsupply and a passage 3 forthey primary mixtureof fuel and air.

The main air supply is preferably controlled .by progressively loaded valves. In

`Figures 1 and 2' an improved arrangement of such progressively loaded valves is shown. 1 This arrangement includes a tubu- 4lar` casing 4 having a number of circumferential slots 5. In the construction .shown there are six slots 5 arrangedin l:two groups ofV three. Within the tubular casing 4 and spaced apar-tftherefrom, is an inner tube 6.

604,903, and in Great Britain March 17, 1922.

This tube 6 is mounted eccentrically within i the casing 4 and spaced apart therefrom but secured thereto by pins 7. This inner tube `(i is provided with openings 8 for the passage of the air admitted by the valves.

, To the exterior of the tube 6 is secured the valve member 9. This valve member when assembled consists of a flexible piece of metal secured to the tube 6 by rivets l() and `having a number of fingers 11 which correspond to the ports o. These fingers 11 by the resiliency of the Vmetal, normally press against the interior of the tubular casing 4 and close the ports 5.

The lingers or valves 11 are so bent or curved when unrestrained, that when assembled in position and assuming that there is no suction within the carburetor, they close the ports 5. lVith increasing suction or depression in the carburetor the fingers 11 open progressively, the rate of opening i being determined or arranged `in accordance With the depression required for the pur@ pose indicated. For instance, for producing a relatively slow increase in depression with increased flow, two or more of the lingers may open together. For a rapid increase in depression it would be arranged that not more Vthan one valve opens with increasing suction.

To obtain the effects described, the valves are so loaded and the primary mixture port so proportioned that a relatively high depression exists in the carburetor-when the engine is running light at very low speeds and this increases but slowly as the speed and power rises. The combination of high depression and closely throttled primary flow gives highly effective atomization.

The strength or stiffness of the lingers l1 are arranged either so that the ports 5 are all fully open at something less thank maximum power, or they are arranged so that they do not all open until maximum power is reached. Y Y

The main throttle valve is in the form of a drum'V or plug 1 having a through passage 'or port 12 which is located alonga diameter of the throttle and ldivides it into two operative or restricting members, disposed one above the other when the throttle is fully open. As the throttle is shut (by rota-ting it in a clockwise direction when viewed as in Figure 1), these members move into a more or less vertical position and restrict the level of the fet 19 and it passes down into a recess 48.` In this'case the discharge end of the Venturi tube 45 is surrounded by an annular port 49 through Which` air enters.

It will be understood 'that an air valve or valves are fitted, in the construction shown by Figures 4 to 12 Which may operate upon a similar principal to that described with reference to Figures l, 2, and 3.

Suitable stopsmay be provided for the main throttle, so that the operator will know When it is fully opened or fully closed.

Although the carburetor' is described as giving a mixture which gradually increases in strength With Aincreased load, it should be understood'that the change may take place as a series of steps, Without departing tromv the scope of the invention and With but a negligible or small effect on efficiency.

What I claim then is A carburetor for supplying an explosive mixture which varies in quality as the speed of the engine changes and also as the throttle restriction is altered, comprising a ymixing chamber, said 'chamber having an opening for the entrance of secondary air, a loaded valve controlling the entrance of secondary air through said opening, a branch passage opening into the Amixing' chamber tor the admission of primary mixture, said branch passage having openings for thekadmission of fuel and primary air, and throttle means for restricting the outlet of the mixe ing chamber and also the branch passage at a point between its fuel inlet and said mixing chamber simultaneously by a single controlling operation, there being no restriction between the junction of said branch passage With the mixing chamber and the loaded valve, whereby the loaded valve responds consistently to changes of engine speed at all Working throttle positions to provide additional air with an increase of engine speed, and an increase in the proportion of fuel in the mixture admitted is provided by the` opening of the throtttle.

In Witness whereof I .aiiix my signature.

J. T. JENNINGS. i 

